Fiscal Fuel Economy Measures GFEI Training Meeting 2015 Paris, 11 June 2015 Dr. Lewis Fulton, NextSTEPS Program, Institute of Transportation Studies University of California, Davis H 2 www.steps.ucdavis.edu
Fiscal Measures Fiscal policy type Fuel taxes, CO2 taxes VMT taxes Road pricing Characteristics Set by fuel type; paid upon refueling Typically paid at annual registration; could be CO2- adjusted Paid by km of driving or when passing a cordon line Vehicle purchase taxes/feebates Paid at time of purchase; can be differentiated by fuel economy or CO2 2
Role of fiscal policies in promoting fuel efficiency Encourage manufacturers to adopt technologies to improve fuel efficiency and reduce emissions Send consumers appropriate price signals to purchase fuel-efficient and low carbon vehicles Support fuel efficiency and emission regulatory targets Regulatory standards set the minimum requirement and need to be strengthened overtime Fiscal policies provide continuous incentive to improve Easy to establish, does not require detailed knowledge of vehicles and technology costs, only needs to establish rate, or value of fuel or GHG savings, revenue target, and test method and enforcement 3
What is a Feebate? Feebate = Fee + Rebate Market-based policy that shifts consumer purchases (and potentially manufacturer production) by encouraging GHG reductions by placing a fee on higher-emitting vehicles and providing a rebate to lower-emitting vehicles Based on fuel economy or CO2 differential between vehicles Could also take into account vehicle attributes like size or weight 4 4
How to design a feebate system? $ slope determines marginal costs and benefits 0 FEE REBATE pivot point can be designed to meet revenue goals g/km CO 2
Design Elements For Effective Incentives Base fiscal charges directly on vehicle fuel consumption levels, instead of vehicle physical attribute, avoid fixed charges. Mandatory labeling for fuel consumption is an enabler. Apply the incentive widely across fleet, instead of limiting to a portion of the fleet. Provide continuous incentive on every fuel consumption or fuel consumption level. Targeted incentive programs should also be linked to fuel consumption. A targeted incentive program refers to incentive provided to vehicles with special features (such as a certain fuel type, or vehicles equipped with certain technologies). 6
Important to have a continuous slope, no steps Rebate $1,000 Toyota Yaris 6.4 l/100km Sales +49% Honda Fit 6.6 l/100km Sales +3% example: Canada $0 Fee 6.5 Fuel Consumption liters/100 km
Feebates around Europe many systems Comparison of Feebate Functions 8 8 Source: Bunch and Greene
French feebate schedule, 2015 The only vehicles receiving rebates have 60 g/km or below /vehicle 10000 8000 6000 4000 2000 0 2000 4000 6000 8000 0 30 60 90 120 150 180 210 240 9
French feebate schedule over time The fees have risen and the rebates declined 10000 /vehicle 8000 6000 4000 2000 0 2000 4000 6000 8000 0 50 100 150 200 250 2008 2010 2011 2012 01 07 2012 08 12 2013 2014 2015 10
French feebate system led to significant drop in CO 2 emissions 2001 2007 avg. reduction new vehicle CO 2 = 1 g/km per year 2008: emissions drop 9 g/km and 2009 by 7 g/km, Ministry of Transport attributes to introduction of bonus/malus system Source: Les véhicules particuliers en France (Ademe), March 2011
Standards v. Feebates Standards "Guarantee" a minimum level of fuel economy No incentive to go beyond minimum Feebates Do not guarantee level On-going incentive Must be regularly updated to maintain pressure No cap on costs Must be regularly updated to meet revenue targets Provide a cap on cost Could ban some vehicles Wouldn't ban any vehicles No clear price signals Clear price signals to consumers and producers 12 Source: Bunch and Greene 12
Chile Proposal to use feebates to Promote Cleaner Vehicles Emission of NOx Type of Vehicle Incentive Disincentive NOx < 0.02 Electric/Fuel Cell, some hybrids $1000 -- 0.02 < NOx < 0.1 Euro 5/6 gasoline Euro 6 diesel 0.1 < NOx < 0.2 Euro 4 gasoline Euro 5 diesel 0.2 < NOx < 0.3 Euro 3 gasoline Euro 4 diesel 0.3 < NOx < 0.5 Euro 2 gasoline Euro 3 diesel $500 -- 0 0 0 $500 0 $1000 0.5 < NOx < 0.8 Euro 2 diesel 0 $1500 Source: Centro Mario Molina, 2011 Slide 13
Case Study: Sri Lanka Experience on Vehicle Taxation Th[nks to: Don S. J[y[w r[, Tr[nsport [n^ IT Consult[nt BAQ 2014 Seminar on Training on Developing Fuel Economy Standards and Policies, November, 2014, Colombo Sri Lanka
Taxes Introduced in April, 2012 on Vehicle Importation ITEM Duty Rate PAL Excise VAT NBT Total tax as % of CIF CID Cess 3 Wheeler - Petrol/LP gas 1 1 7 - Diesel 1 2 9 3 38% 12 1000 cc-1600 cc 3 43% 128% 1600 cc-2000 cc 3 47% 136% Exceeding 2000 cc 3 58% 154% Exceeding 3000 cc 3 78% 189% 1 8% 5 2000 cc-3000 cc 1 24% 7 Exceeding 3000 cc 1 4 10 Car - Petrol - <1000 cc Car - Hybrid - <2000 cc
Number of Vehicles added to the fleet Actual response from the customers for Hybrid Cars 45,000 40,000 35,000 30,000 25,000 20,000 15,000 10,000 5,000 0 1993 2000 2005 2011 2012 Car (Petrol) 13,746 13,054 12,541 41,806 23,184 Cars (Diesel) 7,406 234 393 2,028 5,787 Car (Hybrid) 10,164 7,514 2013 8,683 2,730 6,451 2014 9,436 2,846 16,658
Thank You! Lew Fulton lmfulton@ucdavis.edu 17